Quick Transport Solutions Trucking Bloghttps://quicktransportsolutions.com/blog
Innovative Solutions DeliveredTue, 22 May 2018 19:10:13 +0000en-UShourly1https://wordpress.org/?v=4.9.6The Disruptive Changes Making Ripples Throughout Truckinghttps://quicktransportsolutions.com/blog/the-disruptive-changes-making-ripples-throughout-trucking/
https://quicktransportsolutions.com/blog/the-disruptive-changes-making-ripples-throughout-trucking/#respondTue, 22 May 2018 19:10:13 +0000https://quicktransportsolutions.com/blog/?p=1754Everyone in trucking is wondering when the next big trend in trucking will upset the natural order of things. What will be the next big thing? How many disparate forces must come together to create a real shift within the industry?

While the newest, most technologically advanced tractor always get a moment of fame, by themselves they don’t command the headlines. Everyone and their brother had been shouting about autonomous trucks for a long time now. Yet you don’t hear it as much anymore. Why? Certainly, it isn’t because the move towards autonomy isn’t happening. No, it is because no one sees them as a true viable option any time soon.

State and federal regulations – or lack thereof – cloud the picture. There are enough advancements happening with regular trucks-with-drivers, let alone computers on eighteen wheels.

Others point to the fancy Tesla and Nikola electric big rigs. While these certainly are impressive, shiny, new objects, there still isn’t enough information regarding range, durability, industry adoption, and so much more.

It would appear driving cool, new, battery-powered tractors might seem like an appealing proposition to someone looking for a new job in a secure industry, but they are a long way off. Conventional and hybrid powertrain options will continue to dominate for many more years.

Monumental shifts within an industry must happen organically. They must build from the bottom, growing slowly, then usually taking off with a boom once players from both inside and outside the industry take note and themselves adjust to the change. While autonomous and electric commercial motor vehicles have plenty of appeal, they don’t appear to be disrupters in the immediate or short-term.

Every topic has had its day, from platooning to greater natural gas adoption. But none of those seem like the real disruptor; the new thing that will shift the earth within the industry. What advanced technology or new initiative will ripple throughout the industry and leave change within its wake?

Trucking Makes Its Way Through DC

There is no doubt that the nation is seeing economic growth. With a business-friendly climate taking hold, what is going on in Washington D.C.? As the mid-term elections approach, trucking advocacy organizations and even trucking companies themselves want some assurances no matter who is in power, an open flow of the nation’s supply chain must be maintained.

A lot of regulations have disappeared in the past 18 months. Regardless of the rhyme or reason, this has had an impact on the industry. Even as the ELD mandate added an entirely new layer of complication, the speed-limiter test is gone, as is the sleep apnea language – and more.

The nature of change facing the trucking industry now is far more manageable. What lies beyond the horizon?

Many would argue infrastructure would be the true gamechanger. If meaningful repair and retrofit of the nation’s roads and bridges were to happen, once and for all, it could open the floodgates of commerce and lead to even greater economic growth. Will it happen, is the question.

What the administration has proposed, what Congress would be okay with, what the American people want, what trucking advocacy groups want – it’s all a mishmash of conflicting interests and desires.

With the Trump administration currently renegotiating NAFTA, the trucking industry wonders how they will fare once the deal shakes out. Cross-border trucking trade with Mexico and Canada continues to be at some of the highest levels it has ever been. This leads to positive economic activity on both sides.

Used Tractor Market Recovers

The used truck market showed strength after a sluggish 2017, a year in which prices lagged and sales slowed across the sector. Fortunately, most dealers report market stabilization. While prices have not crept up by a whole lot, used tractors continue to be an appealing option for owner-operators and large companies looking to plug some holes in their fleet.

The used truck market is affected by niche needs. Vocational truck requirements typically fluctuate, but with big, urban centers growing faster than ever, regional and residential-use vehicles of a variety of types show growth. This is a hot market and prices are up

Over-the-road used tractors have not seen the same kind of selling price growth. There has been very little price fluctuation mainly because the trucking employment shortage has put a crimp on growth. Vocational employment has not seen the same kind of shortage that OTR employment rolls have.

When combined, the growth in vocational numbers and the plateau in OTR orders is still growth. The market for used tractors shows resilience. With economic models showing continued growth, if the employment bottleneck breaks, the trucking industry will need all the new or used tractors it can get.

Nearly Half-Over

Would you choke on your beverage if we told you that 2018 was nearly half-over? Time flies, there is no doubt about that. It feels like just yesterday, right here at the Quick TSI blog team, we were just talking about the trucking trends that would shape 2018. And now here we are, well into the year.

With the middle mark already on the horizon, what should the trucking industry look out for as we finish the year and move into 2019, just like that. If 2018 is anything to go by, there is room for optimism. With the economy growing, there has been an expectation of growth in the supply chain.

Fed by the need for more and more truck drivers, OEMs have backlogs on tractor deliveries. Even with the United States economy staying at baseline, industry-wide growth is expected. Beyond new companies and new truck drivers coming on board, many current operators see the logic and the imperative of updating their own equipment.

With half the year burned through, dealerships are reporting that many of their large customers have already put in their late-2018, early-2019 orders. The trucking industry appears bullish on future economic prospects. With consumer confidence higher and consumer spending showing no signs of danger, motor carriers are looking to expand.

Too Much Business?

Is there ever a problem of too much business? Nearly every business owner’s natural instinct is to say, “Of course not!” Bring on the business and you bring on the profit. Yet trucking companies are having a problem finding truck drivers to fill the cabs.

When an industry does not have the number of qualified employees it needs to keep up with demand, you reach a situation where too much business becomes a problem. The silver lining out of all this? You hear very few fleets reporting business being bad or trucking companies failing in higher numbers than usual.

The truck driver shortage continues to be the single factor limiting growth within the industry. If there were enough people lining up to drive the routes required, it is possible you could see it reflected in overall GDP numbers.

Trucking Goes Virtual

Have you ever heard of the virtual head office? It is essentially a model where decision-makers across the organization are fanned out in different locations but can react as quickly and effectively to unexpected situations as they could have were they all together in a physical office setting.

Executives, directors, managers, and others of a company’s choosing, dons a headset and views a virtual window where they can see other participants within the virtual “room” and interact with each other. Some companies are testing out virtual white boards, where a user in one physical location can use a digital pen and a flat surface – such as a wall – can carry out a full-scale presentation.

Imagine being able to clearly map out your proposal to dozens of people spread out across the network. Large trucking companies have already begun to employ this technology. How long will it be before we see full adoption?

Traditional Hierarchies Offer Stability

Traditional management structures less reliant on technology and innovation still dominate industries. Having people in place who specifically focus on corporate recruiting, project management, marketing, fleet sales and services, shop services, and more, ensures the success of the organization. “Do we have the right people in place?” is never a bad question to ask yourself, from an operational perspective, of course.

When you have people within your organization who are specialists, excelling within their chosen field, magic happens. Not only are your people happy, but so is the community in which they work.

Trucking companies, shipping companies, freight brokerages, stores, markets, and so much more – all these businesses stand at the core of our nation’s economy. People eat, put gas in their car, go on road trips, buy clothing, and so much more, all on the backs of our nation’s transportation network.

Traditional business models focus on better customer service, more effective retention strategies, and the best ways to manage disruption in an industry primed for change. How will individual motor carriers and advocacy organizations handle this change? One thing is for certain, goods must continue to flow, as the American consumer desires, so everyone will adapt.

]]>https://quicktransportsolutions.com/blog/the-disruptive-changes-making-ripples-throughout-trucking/feed/0What is the IFTA And Should We Raise Fuel Taxes?https://quicktransportsolutions.com/blog/what-is-the-ifta-and-should-we-raise-fuel-taxes/
https://quicktransportsolutions.com/blog/what-is-the-ifta-and-should-we-raise-fuel-taxes/#respondMon, 21 May 2018 16:05:32 +0000https://quicktransportsolutions.com/blog/?p=1756From new truck drivers to experienced owner-operators, understanding the International Fuel Tax Agreement (IFTA) and what it means for the industry is like navigating a maze. Generally, it is something left to back-office accountants or fleet managers.

Yet, this is an important aspect of how companies make money on the road. Prior to the IFTA, truck drivers and fleets were required to purchase a fuel permit at their port of entry, which inevitably led to lost time and additional route miles. It wasn’t long after that officials in three states agreed on a universal permit. Then, over the course of the 1990s, 48 states and 10 Canadian provinces became part of the IFTA.

The original intent was to unify the process so that tax authorities, no matter where they are from, could assess one permit-type. The taxes could then be distributed to states and localities purely based on the number of miles the truck driver drove in a particular jurisdiction.

How Does It Work?

The IFTA basically simplifies a complicated arrangement of fuel taxes collected amongst the states and provinces. It then distributes them accordingly. After the initial 48 states joined, the number remains at 48, since two states are still not part of the program.

Oregon does not participate in the program, although they do have agreements written up with states who are in the program. Their system is designed to track where the fuel is used. This way companies that operate in the other states benefit from the program. What does this mean for truck drivers operating in Oregon? They should only purchase the fuel they are planning to use in the state as they enter the state.

The other state not officially on the program is Hawaii, who’s reasons for not being on the system should be obvious. Honestly, if you are driving a big rig in Hawaii, all we have to say to you is, well, enjoy the scenery!

There are some other intricacies that other states adhere to; mainly fuel “surcharge” states. For those states, which includes Indiana, Kentucky, and Virginia, you will want to – much like Oregon – buy only the fuel you plan on using in the state once you enter the state.

The mechanics of the IFTA were developed by a non-profit organization tasked with helping come up with the agreement. The fact that so many people were questioning the IFTA and how the taxes were distributed were what led to its creation.

How the IFTA Increased Efficiency

The IFTA was created to foster efficiency when it comes to collecting fuel taxes from fleets. At the same time, however, motor carriers must be well aware of how the agreement works. Without that, additional costs could become a major problem.

Consider this: the taxes are divvied up based on the number of miles driven in each state. If a truck driver fuels up in New Mexico and then drives into Texas, the truck driver will receive the tax from New Mexico for each mile driven in New Mexico.

If you are a truck driver buying your fuel in Pittsburg and then going on through Ohio, your taxes will be disbursed accordingly, depending on the state. Issuing a single fuel tax license covers truck driver in states that operate within them. This eliminates fleets from having to purchase multiple permits for multi-state travel.

Are There Problems?

One of the most common problems associated with the IFTA is the confusion surrounding the different tax rates in each state. Consider that in Oklahoma, the tax rate is 38.4 cents per gallon, as opposed to Connecticut, where the tax is 79.3 cents per gallon.

Many question how the reports are calculated. Trucking companies should be aware that they are calculated by the quarter and any money owed or money due will be calculated by state. You will owe taxes at the end of the quarter, depending on the state.

The breakdown is based upon the state. So, if you buy fuel in Connecticut and run through the fuel in Burlington or Boston, you will receive a credit on your charges at the end of the quarter. While this program may seem obtuse at first, it is far better than wondering where you will end up at the end of the day where state taxes are concerned.

On the flipside, owner-operators that are working for a fleet are responsible for keeping track of their tax liabilities and ensuring they are paid. While the rules are confusing, the agreement itself streamlines the process by which state taxes are determined depending on the amount of time the trucker operates in said state.

Do Truckers Support Higher Taxes?

Truck drivers in the United States use quite a lot of fuel. In fact, according to the American Trucking Associations (ATA) truckers and trucking companies use an average of 28 billion gallons on an annual basis.

Conventional wisdom would say that this is one industry that does not want to see a rise in federal fuel taxes. Consider that fleets and owner-operators already fork over 24.4 cents per gallon and it isn’t difficult to see where they might have a problem with that cost rising even higher. If you look at the official numbers, what truck drivers pay in fuel taxes is quite higher than what passenger car drivers pay.

It could be for this reason that the ATA’s support of a rise in the federal fuel tax comes as a surprise. The ATA has been pushing Congress to raise the fuel tax many times over the past decade. There is a critical reason why this is so.

Truck drivers depend on roads, bridges, and tunnels to get the job done. If the nation’s infrastructure is failing because of a lack of funding, the people and organizations that suffer the most are those that stand at the forefront of our supply chain.

What is the Problem?

There is an unfortunate fault that was written into the original legislation. Fuel taxes are not levied to inflation. Even when the fuel tax was last raised in 1993, it was inadequate at best. The level of funding put into the Highway Trust Fund has been sorely inadequate in keeping up with our nation’s infrastructure needs.

Some Highway Trust Fund advocacy groups have proposed the fund be buttressed and finally indexed to inflation, which would decrease negative revenue impacts to motor carriers and improve overall fuel efficiency. The real heart of the matter hearkens back to something we have discussed before: The current infrastructure proposal.

The trucking industry has announced that they prefer fuel taxes over converting the interstate highway system to a high level of toll roads. In an interesting twist, this is one area where the Owner-Operators Independent Drivers Association (OOIDA) and the ATA actually agree. According to a combined analysis, manning the toll system employment and infrastructure would move money away from infrastructure upgrades.

Fortunately, there have been some plans floated to address the problem without significantly shocking the system. Let’s take a deeper look at the specifics of these proposals.

Different Fuel Tax Funding Plans

One of the plans floated has been to gradually increase the fuel tax by 20 cents per gallon. If you look at that over the next decade, it could raise nearly $335 billion. That looks like a big number, but it still doesn’t come close to covering the gap. Many trucking analysts put the sweet spot number at just a couple hundred-billion shy of a trillion dollars.

Could the trucking industry weather a fuel tax hike designed to raise nearly a trillion dollars, let alone over a quarter-billion? Proponents of the plan state that the trucking industry has survived regardless of the fluctuations in diesel prices, which leads some to say that all the idle speculation is premature.

With the economy in good shape and economists unsure of what the effect of a potential fuel tax hike would have on the trucking industry, lots of questions abound. With the industry constantly battling congested highways and roadways in utter decline, everybody who has a stake in the industry is hoping for beneficial change.

Will infrastructure spending from a hike in the fuel tax – as opposed to increased deficit spending – cure the infrastructure ills of our nation? At this point no one knows. There are some signs of inflation creeping up. When combined with the fed’s signs that they will increase interest rates, one can only wonder what the long-term industry effects will be.

No matter what, there is never a bad time to invest in the nation’s infrastructure. Investing in the health of our transportation system makes simple economic sense. Not only does it create jobs and a sense of security, but it raises the morale of a nation. Seeing our highways built up the way they should be; in a way that can compete with some of the most advanced countries of the world, is a net benefit for everyone involved. If an increase in the fuel tax needs to be the catalyst for that change, some say so be it.

]]>https://quicktransportsolutions.com/blog/what-is-the-ifta-and-should-we-raise-fuel-taxes/feed/0Trucking Outlook Update From Pennsylvania Avenue To Main Streethttps://quicktransportsolutions.com/blog/trucking-outlook-update-from-pennsylvania-avenue-to-main-street/
https://quicktransportsolutions.com/blog/trucking-outlook-update-from-pennsylvania-avenue-to-main-street/#respondSat, 19 May 2018 21:45:01 +0000https://quicktransportsolutions.com/blog/?p=1748With the first quarter of 2018 drawing to a close, there has been a lot of movement in the trucking industry, and there continues to be so. That’s why we wanted to take a moment to look at what is on the horizon for trucking, both from political moves to industry hiring practices and more. Hop in the cab, buckle up, and get ready because it’s going to be a wild ride of trucking news in today’s QuickTSI blog post.

The REST Act

First up is a big update coming out of Washington. A newly proposed bill has been put forth by Rep. Brian Babin (R-TX) to allow tuckers a daily break of up to 3 consecutive hours. These breaks would not eat into the 14-hour on-duty allotment that the Hours of Service rule provides.

Rep. Babin has been no stranger to rules introduced aimed to change the way trucking gets done. Early last year he attached a rider to a house bill in an attempt to end the coming ELD mandate. That rider would go on to be removed in committee.

The new proposal was introduced within the House Transportation and Infrastructure Committee and is titled the Responsible and Effective Standards for Truckers (REST) Act, or H.R. 5417. Rep. Babin released a statement after proposing the bill stating that the legislation would modernize hours of service regulations for truckers.

The details of the bill are clear. It specifically calls for a single off-duty rest period that would not be accounted towards the truck driver’s 14-hour on-duty allowance. It would essentially be off the books, also not extending the total, allowable drive time. Truck drivers would still need to log 10 consecutive hours off duty before the start of their next shift, however. Finally, if enacted, the bill would eliminate the 30-minute rest break requirement.

In a separate statement, Rep. Babin said that he was “proud to introduce the REST Act and give America’s truckers the options they need to safely operate under today’s rigid federal regulations.” He posited that the bill would be an important step in improving highway safety.

If passed, the REST Act would mandate the DOT to update Hours of Service to allow a rest break once per 14-hour duty period for up to 3 consecutive hours provided the driver is not on-duty. The Owner Operator Independent Driver Association (OOIDA), long a supporter of Rep. Babin’s attempts to change trucking regulations, quickly released a statement supporting the proposal. In their statement, the OOIDA referred to a lack of options for truck drivers to safely operate, calling today’s Hours of Service regulations “overly rigid.”

Now the question is, will the proposal see the light of day and come out of committee unscathed? With Rep. Babin’s previous attempts going nowhere, some say that there is little chance for this attempt to pass. Yet, many also agree that the Hours of Service rules need changing, having largely remained unchanged nearly a century. At this point, only time will tell where this latest attempt will go.

The FMCSA Seeks Public Comment

In other news from the Capitol, the FMCSA is asking for public comment on self-driving vehicle regulations. The government agency has come out saying that they may need to update, modify or eliminate regulations related to the safe introduction of autonomous vehicles.

Specifically, the agency has asked the National Transportation Systems Center – itself an offshoot of the DOT – to complete a preliminary review of federal regulations surrounding what they refer to as automated driving systems (ADS). They also want to know if current safety regulation will pose a roadblock to the testing and integration of ADS into the nation’s fleets.

At the same time, they are seeking comment on what the future impact of ADS and ADS-related regulations will be. They are specifically looking for comment from companies that are currently involved in the design, development, and testing of ADS-equipped commercial motor vehicles.

Specific scenarios or situations where entities expect automated driving systems to be tested and integrated into commercial motor vehicles, whether it be on public roads or on interstate highways for the purposes of interstate commerce.

Specific operational or design domains in which the systems in question will be tested and deployed, along with environmental details.

Specific recommended measures they believe are required to ensure the safety and protection of proprietary or confidential business information they intend to share with the agency.

The question now is what the agency plans to do with these comments. In the current administration’s anti-regulatory environment, some wonder whether there will be enough protections placed on public safety when autonomous vehicles are introduced. With recent reports of crashes involving autonomous vehicles, it is obvious that more work needs to be done to address concerns in this area.

Trucking companies themselves are in no hurry to employ the use of autonomous or semi-autonomous vehicles any time soon. As a matter of fact, more pressing issues on their mind can be found a lot closer to home, and that is in the truck driver employment squeeze, which seems to get worse by the day.

As we have reported on in the past, fleets are having a harder time than ever trying to recruit and retain qualified truck drivers. Still, with the freight industry continuing to expand in response to a growing economy, motor carriers must get creative in their drive to woo the right people. Let’s take a closer look at their expansion plans and what they have in mind to ensure they attract the talent they need to keep our nation’s supply chain on the move.

Transportation Companies Announce Expansion Plans

In trucking employment news, an area that seems bereft of good headlines as trucker employment shortages abound, positive news can be found in the news that more than three-quarters of transportation companies expect to grow their workforce this year. The question remains: How successful will they be when the trucking employment shortage seems to grow more acute by the day?

The employment solutions company HireRight recently released its annual employment screening benchmark survey and the details surrounding motor carrier hiring were certainly interesting. Their survey shows that fleets are trying an array of different strategies to handle the truck driver employment shortage.

As a result, trucking companies revealed plans on making major investments into retention and training and development programs. For trucking companies that reported more than 2,500 employees, the percentage of respondents putting an emphasis on retention was even higher. Fleets also reported setting their sights on more trade events, extending orientation periods and utilizing experienced truckers as mentors and liaisons.

Still, the main problem lies in retirement. HireRight’s survey found that nearly a quarter of all truck drivers were exiting the industry because it was simply time to retire. Aiming their recruitment strategies at a younger, more diverse audience is key to finding the right people for the cab. Fleets are finding that the old recruiting methods are less effective than they used to be.

Referrals are still reported as one of the most effective ways to find fleet candidates. One of the big places where fleet recruiters are putting their energy is in social media, which rose by 42% in 2017. On the flipside, print media recruiting has continued a big decline. Even outreach through job fairs has seen a dip.

Trucking companies continue to look for innovative ways to find and keep the right people. Yet what truck drivers see on their paycheck cannot be discounted as a big motivating factor.

Truck Driver Pay Increases

As fleets compete for an ever-shrinking pool of qualified truck drivers, pay has been seeing a big bump, with it increasing by 18% in the past few years. The market is competitive and trucking companies are being forced to answer the call in a big way with large pay increases.

According to the American Trucking Associations Driver Compensation Study, the median salary for a truckload truck driver working an irregular route jumped by 15% to just over $53,000 per year, when compared to the ATA’s last survey, which covered pay for 2013. Truckers operating in private fleets have seen an even larger increase, with an 18% jump to around $86,000 annually.

The ATA announced that the latest survey included data from more than 100,000 truck drivers and shows that fleets are reacting to an increasingly tight market. The large survey pool showed that motor carriers are reacting to the tight employment market by adding dollars signs to their pay packages. Benefits packages and other incentive programs are also seeing a boost.

Part of the trucker pay bump can also be traced back to a marked increase in signing bonuses, which in some cases have jumped to $10,000 or more. These are huge numbers when compared to where the industry was only five years ago. Attractive 401(k) plans, paid leave, and comprehensive insurance plans also sweeten the pot.

]]>https://quicktransportsolutions.com/blog/trucking-outlook-update-from-pennsylvania-avenue-to-main-street/feed/0Trucking Weigh Station Considerations Every Fleet Should Keep In Mindhttps://quicktransportsolutions.com/blog/trucking-weigh-station-considerations-every-fleet-should-keep-in-mind/
https://quicktransportsolutions.com/blog/trucking-weigh-station-considerations-every-fleet-should-keep-in-mind/#respondThu, 17 May 2018 16:33:18 +0000https://quicktransportsolutions.com/blog/?p=1744Weigh stations. Every motor carrier, regardless of size, must deal with them. They are scattered across most major U.S. highways. They can also be found in Canada and around other parts of the globe. But why do trucks need to constantly be weighed? Furthermore, with the advancement of technological innovations in trucking, what should a trucking company consider if they intend on selecting a weigh station bypass system?

The Skinny on Weigh Stations

Truck weigh stations were initially developed for states to collect fuel taxes they were owed by commercial motor vehicle operators utilizing their roadways. Although that was the original intent, weigh stations are no longer used for this purpose. An international fuel tax agreement has negated that states purpose. Today, weigh stations are used to enforce weight restrictions and act as a point for inspections.

The federal weight restriction on commercial motor vehicles has been 80,000 pounds for quite a long time. For a tractor to exceed that restriction, it must have a special permit. Weigh stations can be pretty high-tech, utilizing either “weigh-in-motion” (WIM) technology or standard stop-and-weigh systems.

Weigh-in-motion tech allows truckers to drive over a scale that is built into the side of the road. The scale is generally set up a mile or so before the weigh station. Once the tractor drives over the scale, the weight of the vehicle, trucking company history, and other details will make an instant determination on whether that truck needs to actually stop at the weigh station or not.

Some truckers also use transponders in their vehicles, which allows them to skip the weigh station. If they get a green light on their transponder, they can move on. Red lights mean they must pull in and get checked. So, with technological advances growing unabated, what should a trucking company consider when they select a weigh station bypass system.

Why Weigh Station Bypass Systems Are So Important

Transporting freight from Point A to Point B often comes with delays, whether it be weather, road conditions, unexpected accidents, or other activity that could impact the delivery schedule. Weigh station bypass systems give you some measure of control and in some cases even provide you with the ability to control some of these factors.

What if you could significantly reduce the number of times you have to stop at a weigh station, or bypass toll payment booths, or get discounts for each time one of our tractors go through a payment booth? Consider that trucking companies who use weigh station bypass services save over $8.00 each time their vehicle bypasses a weigh station, not to mention the time saved not having to stop for five to ten minutes at a clip.

There are two types of weigh station bypass systems that fleets should consider when they evaluate whether to employ one. The first is a radio frequency (RFID) that utilizes a transponder mounted on the inside of the windshield that specifies the vehicle in use. The other is a type of system that utilizes Commercial Mobile Radio Service (CMRS) technologies. This system runs off a cellular system paired with in-cab, tablet and/or cell technologies.

Specific Considerations in Selecting Bypass System

Since each system operates slightly differently, what works well for one fleet may not work so well for another. Owner-operators also work with a unique set of rules and needs. The first thing to consider is that not all bypass technology platforms are created equal. The major differentiating factor between RFID and CMRS systems revolves around how the data is transmitted.

RFID systems can be relied upon to transmit and receive data with nearly 100% accuracy. Alternatively, CMRS signals, since they rely on cellular technology, could drop the signal or be negatively affected by weather, terrain, how many towers a service provider has in a particular area, or other factors.

If a truck is using a CMRS bypass system and loses connection, it could be that they do not connect to the bypass signal, thus negating the usefulness of the system. Signal latency is another problem with CMRS systems. Signal latency refers to transmission delays between cellular signals. RFID systems do not have latency issues because the radio signal is transmitted between truck and weigh station with in fractions of a second.

On the flipside, RFID systems require a lot of site infrastructure, which makes installing these systems expensive to build. Therefore, if a weigh station has less traffic or is in a rural area, it is likely that they may not offer RFID bypassing as an option. Where cellular reception is good, CMRS systems can geo-fence through a weigh station with no additional infrastructure required.

Evaluating Risk and Reward Depending on the System

One of the most obvious considerations when evaluating a weigh station bypass service provider should be the number of service locations in the network. While there is some variance in how this is measured, a little research should help a fleet make the proper decision.

First, it is important to look at the type of weigh station. Fixed open weigh stations are permanent facilities that regularly operate around the clock. Mobile stations are described as ones set up along a highway or other location by law enforcement. When making the determination, you’ll want to evaluate where your trucks operate in relation to where the fixed open weigh stations are. Since you cannot control where mobile sites pop up, there is no point to including them within your evaluation parameters.

Make sure to ask any vendors you are considering if they are claiming closed sites or mobile sites when they are pitching their product to you. If the weigh station is closed or you cannot determine where it will be from one point to the next, the evaluation is largely pointless.

Also consider what we were talking about early on, weigh-in-motion scales. WIMs are extremely reliable and better suited to communicating with RFID-based bypass systems. Matches are correct 99.9% of the time.

Operating with Safety Data in Mind

Consider that weigh station bypass systems do more than just save time and money. Comprehensive bypass systems also come with built-in reporting tools, which allow a fleet to improve safety across the operational spectrum. Some bypass systems report a motor carrier’s Inspection Selection System (ISS) score, which can yield big dividends when it comes to the number of times a truck is inspected or allowed to bypass a weigh station. These systems allow fleet managers to make real-time, data-driven decisions. Imagine being able to find out the specific types of inspections your vehicles are failing. You can even see if the inspections are done at a weigh station or on the roadside.

Having actionable information that can be utilized in real-time helps you quickly respond to changing needs and dramatically reshape how many times your truck is pulled over for an inspection. These tools are very useful for both large and small motor carriers.

Fleets can also use safety intelligence data gathered using these systems to negotiate lower insurance rates, realize improved maintenance outcomes, and create stronger relationships with law enforcement professionals. If you are going to invest in a weigh station bypass system, why not select one that does more than help you bypass the weigh station. In the age of integrated telematics, there is no reason why a fleet should not invest in a solution that includes more than just a simple bypass.

Paying Tolls and Finding Third-Party Solutions

RFID bypass systems also allow fleets to integrate electronic toll payment capabilities within the system. In some cases, a fleet can even integrate the weigh station transponder with the toll payment transponder. This prevents the need for different transponders for different tolling agencies.

You may think that this is unnecessary if your operation rarely must pay tolls, but just consider the current infrastructure plan being proposed. It relies on underwritten private investment paid through interstate highway tolls. State and local highway revenues have already dumped dramatically in the past 20 years, with revenues climbing more than 50 percent.

The question is, do you want to be caught unprepared if you wind up in a situation where tolls are suddenly something you must deal with, but you chose not to invest in a bypass solution where tolls could be quickly and easily paid electronically.

Time is money. If you don’t select a weigh station bypass system that saves you one or both, you are not doing yourself any favors. If one bypass alone saves over $8.00, a fleet with just a few hundred trucks can see savings in the six figures over the lifetime of their system.

When making your choice between CMRS and RFID, make sure to do your homework and find a solution that is right for your operation. The last thing you want to do is invest in a system that winds up doing you little-to-no favors over the long run. Be prepared for the future, no matter what happens.

]]>https://quicktransportsolutions.com/blog/trucking-weigh-station-considerations-every-fleet-should-keep-in-mind/feed/0Why You Shouldn’t Ignore Damaged Truck Bodieshttps://quicktransportsolutions.com/blog/why-you-shouldnt-ignore-damaged-truck-bodies/
https://quicktransportsolutions.com/blog/why-you-shouldnt-ignore-damaged-truck-bodies/#respondTue, 15 May 2018 05:28:06 +0000https://quicktransportsolutions.com/blog/?p=1742When business is on fire and your vehicles and truck drivers are constantly on the go, it can be tempting to overlook simple damage to your tractor’s bodies. Yet, in doing so, you may be causing more harm than good over the long run.

It is no secret that keeping a large fleet in tip-top shape is not an easy proposition. Still, with new products and technologies arriving by the day, it should be easier than ever to ensure your fleet looks good and performs well, no matter the state of your business or bottom line. Sure, trucks don’t have it easy, with long hours on the road and dents and dings seeming to happen by the day, but these are more than simple nuisances.

Fleet managers rarely want to pull trucks out of the line to handle what they consider to be “cosmetic” issues, but simple dents, dings, rust or otherwise are about more than aesthetics. Not only do truck body malformations and simple damage impact factors like fuel economy, but they also damage your company’s reputation. Even more, if you allow too many trucks to suffer too many minor damages without addressing them, it will be much harder to fix them later. Compounded, these issues present a logistical nightmare.

Is it Difficult or Easy?

OEMs, body, and material paint suppliers are continually refining their methods and products to address truck body damage concerns. This means there should be no reason why fleet managers overlook truck body damage. There are lots of new and innovative ways to get it fixed.

On the other side, you will find many a fleet manager bemoaning the complex nature of advanced truck design, which uses new components and materials in ways that they had never been used before. With many different OEMs using proprietary composites and designs, fixing truck body issues can be more complicated than one thinks.

As one example, Daimler utilizes aluminum cabs while Navistar uses steel. Other OEMs use fiberglass panels and other composite materials. As a result, today’s fleet technicians need specialized sets of skills, especially if a motor carrier is using trucks from different OEMs.

Historically, metal has always been an easier material to work with, but today technicians need to deal with composites, plastics, and other materials of different shapes and forms. With a complex repair process seeming to get more complex by the day, another worry on fleet managers’ minds are the overall repair costs to keep truck bodies in good shape.

Simple items like glues and adhesives can run close to a hundred dollars and there are few ways to get around using them. Ensuring the truck body is repaired properly is about more than good looks, but is also about safety, fuel efficiency, and more. If a fleet repair technician does not carefully follow the repair procedures outlined, mistakes can be costly.

The Advanced Components Used in Truck Bodies

OEMs are not the only ones continually on the hunt for better materials and new, advanced building methods. Businesses that produce the materials used to repair commercial motor vehicles are also under pressure to be continually innovate within their space. What is one example of this needs for constant innovation?

One example could be the obvious decreased used of rivets in truck body manufacturing. While less rivets is good news for those painting the trucks, this manufacturing methods creates headaches for those repairing truck bodies. Plastics and composites require specific materials and procedures to be repaired.

One company has introduced repair procedures and processes that utilize seam sealers, foam installations and bonding adhesives. Now that rivets have gone the way of the DoDo Bird, the only way to repair or ready panels and joints is through the aforementioned products. The same company has also introduced a liquid-molten resin, which can be used in many different truck body repair applications, regardless of the material used to build the body.

In the ever-increasing rush to decrease truck weight and increase overall fuel efficiency, more unibody designs are hitting the streets by the day. With everyone on the learning curve, holding to the manual when it comes to repairing truck bodies has never been more important. Fortunately, a lot of these materials are in themselves lightweight and come with built-in cost advantages.

Composite sidewall materials are even being used on dry vans and trailer bodies. Plates are made from a high-density core bonded to a steel skin. Repair technicians find that not only are these panels more resistant to damage, but they are quick and easy to work with in a pinch. Instead of cutting out whole sections of the body to repair damage, a simple swapping out of the composite sidewall panel is all it takes to get the job done.

Large Fleets Partner Up

One of the ways the trucking industry is driving innovation in the space is through partnerships with established brands. Large trucking fleets are building relationships with the companies who manufacture truck body repair and sealing products. Working closely with those creating the products fleet technicians use carries inherent benefits to both the fleet and the company manufacturing the materials.

When a large motor carrier works closely with commercial vehicle repair material OEMs, their shops increase turnaround times and do a much better job repairing their truck bodies than they would have otherwise been able to do on their own. When a shop can turnaround minor damage within one day, fleets experience less downtime. Larger accidents require more work, but when the small jobs get off the block at a faster rate, the bottom line doesn’t suffer any negative impacts.

Yet even for larger accidents or damage repair work, advanced composite materials can decrease the downtime fleets suffer. They can be used to handle major body repairs in a faster time than would otherwise be possible using standard rivets or other material design and building techniques.

Painting Over Problems with New Materials

The fact is, every fleet wants to minimize the amount of downtime a tractor suffers. Every minute spent in the body shop is another minute the vehicle is not making money for the business. Now, OEMs are coming out with commercial grade products that allow touch-up paint jobs to be completed without committing the vehicle to days in the shop.

When a vehicle can be touched-up in a fleet maintenance facility rather than the paint booth, everyone wins. The fleet saves on time, labor and money. Paint touch-ups can also be completed using rollable and aerosol products. Even wheels can be brought back to tip-top shape using these materials.

New advances in quick body touch-ups also include such unexpected developments as using ultraviolet light to cure paints. Some of these technologies have been long in use in the passenger car market but are now being adapted for use in commercial motor vehicles.

Ultraviolet light can be used to quickly identify areas on the body that need to be touched up before the underlying structure becomes corroded. It is vitally important to ensure moisture does not contact metal, which allows corrosion to set in. Why not take care of a minor paint touch up before ignoring it creates the need for major body work?

There is even greater innovation in paint colors, which have often been a stumbling block for fleet repair technicians. With computer programs now available to complete paint matching, paint refinishing can now be completed using techniques that take things like natural fading, sunlight damage, and discoloration into account when formulating the correct color. With different players involved in the repair and refinishing of truck bodies continually refining their methods, what excuse do you have to not keep your fleet looking as good as it should be?

Looking Good for your Company’s Sake

Keeping these considerations in mind is as much about preventing downtime, increasing fuel efficiency, and keeping your shop technicians happy, it is also about burnishing your company’s reputation. What kind of impression do you think gets made if a potential client or customer sees your vehicles barreling down the road looking like they have seen better days?

Motor carriers are operating in very competitive environments, and that’s not just where finding new trucking clients are concerned. As the trucking employment squeeze seems to go on without end, finding experienced truck drivers to work for your company is as much about what you are offering as it is about how you look. Prospecting truckers are going to go with companies that demonstrate they care by maintaining a good-looking fleet. Showing you care about your equipment can also be construed as caring for your truck drivers.

The fact is, you don’t want to be losing potential recruits or business to competitors for the simple reason that they keep their trucks in better shape than you do. With all of the new materials available today, there should be no reason why any fleet should be operating vehicles that don’t look the part.

]]>https://quicktransportsolutions.com/blog/why-you-shouldnt-ignore-damaged-truck-bodies/feed/0A Closer Look At The History Of Hours Of Service And The Latest ELD Mandate Analysishttps://quicktransportsolutions.com/blog/a-closer-look-at-the-history-of-hours-of-service-and-the-latest-eld-mandate-analysis/
https://quicktransportsolutions.com/blog/a-closer-look-at-the-history-of-hours-of-service-and-the-latest-eld-mandate-analysis/#respondTue, 08 May 2018 20:58:47 +0000https://quicktransportsolutions.com/blog/?p=1736With the ELD Mandate having taken a firm hold, we wanted to spend a moment looking back at the root cause of the mandate, the hours of service (HOS) rule. Afterward, we will provide you, our readers, with another comprehensive analysis of the ELD rule, its implications, and three months into its enforcement, how the rollout is impacting truck drivers and trucking companies.

Many may think that HOS rules arose as a recent reaction to trucking safety requirements, when in fact it goes much farther back than that. In fact, HOS regulations first saw the light of day in the 1930s. Yet, the details surrounding how they came into being is still opaque to many who are curious about how the rules were first enacted.

A look into the history books shows that HOS resulted from a combination of labor and government interest in bringing some regulation to a trucking industry still in its infancy. At the time, their goal was to protect truck drivers from onerous and sometimes unreasonable demands of trucking companies. There were little-to-no rules governing trucking operations at the time.

The first regulations related to HOS arrived in 1935, when Congress enacted the first rule. It allowed truck drivers of the time to work 12 hours within a 15-hour period. It also mandated that a truck driver get nine hours of uninterrupted rest and three hour’s-worth of breaks within a 24-hour period. The end result? A weekly maximum of 60 on-duty hours within a 7-day work week.

By 1938, trucking labor unions came together to demand that a truck driver’s mandated hours be reduced to an eight-hour day and a 48-hour limit work week. The petition was originally directed to the Interstate Commerce Commission (ICC), but was eventually forwarded on to the U.S. Public Health Service, as the ICC stated they lacked the operational knowledge to act on changing HOS.

While the Public Health Service did not stake a specific position on HOS and recommend changes, it did note that a reasonable limitation of the HOS rules might be in the interest of highway safety. Yet, the ambiguity resulted in nothing changing for nearly three more decades.

HOS Back on the Table in the 60s

It was not until 1962 that the next major change in HOS regulations occurred. Finally, the ICC eliminated the 24-hour framework and replaced it with a work/sleep rotation scheme that mandated truckers be limited to 10 on-hours within a 15-hour period. On the flipside, the 9-hour off-time rule was also reduced to 8-hours after the 15-hour operating period came to an end.

The final impact of this rule change meant that OTR truck drivers could make their way across the country in fewer days but find themselves with no hours left a day or two before they hit the 60-hour, 7-day mark. Obviously, this presented a problem for all interested parties.

As a result, a short few years later, in 1965, another provision was added, called the split sleeper-berth provision. This provision allowed truck drivers to essentially split their time. This was when clock-running on-duty time became a thing. Truckers could then keep the clock running whether they were actually in the sleeper resting or not. While enacted with good intentions, the sleeper berth provision resulted in crowded highways and increasing truck crashes.

Trucking safety advocacy groups quickly jumped into the fray, demanding the government do something about the increase in crashes. They posited that the rising crash numbers were a direct result of truck driver fatigue. In answer, the government requested what would be the first official scientific study looking into the matter of truck driver fatigue.

The subsequent studies, which took place over a period of a few years in the 1970s, found that there was a relationship between truck driver fatigue and the higher crash numbers. Still, much like what had happened 40 years prior, the studies did not provide the government with enough to make any substantial changes. Although the DOT did recommend HOS tweaks, Congress never acted, and nothing was ever done.

HOS Unchanged Until 1995

The resulting lack of action on the part of Congress meant that HOS remained relatively unchanged for six decades. Finally, in 1995, Congress directed the DOT to conduct a new series of studies based on the latest science on truck driver fatigue. In effect, they wanted to know if the HOS rules needed to be modified in some way.

Still, it wasn’t until nearly another decade that anything was done about it. In 2003, DOT finally published a new rule. Unfortunately, the new rule was little more than a slight tweaking of the old rule. Since 2003, HOS rules have changed a little, but remain relatively the same. Many point to the fact that HOS has done little to decrease truck crash rates while decreasing productivity and the ability for a truck driver to get rest when it is needed.

For nearly 80 years, depending on which side you fall on, the hours of service rules have either increased a truck driver’s alertness or increased overall levels of fatigue, while doing little to reduce truck crash numbers. Will the new ELD Mandate somehow change the paradigm? Let’s take a closer look at how it fares a few months into its implementation.

Will the ELD Mandate Improve Trucking Safety?

With HOS in mind, many are asking the big question: Will the ELD Mandate improve trucking safety and save lives? The reality is we don’t quite know yet. The rollout of the new rule has been all over the map, with confusion surrounding the difference between ELDs and e-logs and AOBRDs. There has also been confusion surrounding the electronic transfer of logbook data.

There have also been reported problems with truck parking and fleets and specialty trucking groups receiving exemptions and delays – some say too many. Anecdotal reports speak of owner-operators who have yet to install an ELD in their vehicle taking back roads to avoid weigh stations and inspections. Does all of this add up to a safer trucking picture? Likely not.

Even the safest, most experienced truck drivers have reported fudging the numbers a bit on their paper logbooks so that they could reach a safe area to park at night. When a shipper or receiver puts them behind schedule because of an unexpected delay, they point to the fact that they often had no choice but to change the data to be able to safely park and rest.

In some cases, this has resulted in truckers driving faster so that they can make up for any lost time. Obviously, this is a large safety concern for all motor carriers. One ELD provider completed an analysis of ELD data and surveyed truck drivers attempting to find a correlation between ELD use and decreased safe operation.

Their research revealed that three-quarters of truck drivers surveyed reported being detained at a drop-off or pickup point for at least two hours every week. When they analyzed ELD data on the same truckers, it reported that they often drove 3.5 mph faster after an extended detention event had occurred. It was then that the ELD provider petitioned the FMCSA to provide a two-hour exemption when an OTR truck driver is delayed for any reason at a shipping or receiving dock.

Some have also pointed an accusatory finger at the FMCSA’s safe harbor provision, which prevents the FMCSA from using ELD data to enact regulations related to anything other than HOS compliance. Yet, exempted from that rule is the data gathered from AOBRDs or ELDs used for “other than business” purposes. This presents an uneven playing field where data analysis is concerned. Will the FMCSA alter course to change the current rule and provide a greater use for ELD data when it comes to enforcement? In the current environment, with regulations being eliminated, many say it is unlikely the FMCSA will move to make any substantial changes that result in more oversight or regulation.

Right now, the jury is still out on the full impact of the ELD Mandate on trucking safety. With temporary and permanent exemptions still being rolled out – along with the phased-in enforcement period – it will be some time before the data can be fully analyzed and the impact understood. Even spot rates will help paint a picture once they soften. Right now, the trucking industry is so busy, operators are focusing solely on operational needs rather than ELD data analysis.

We must return to the hours of service rules themselves when discussing the impact of the ELD mandate. Are HOS rules, which have remained relatively unchanged for close to a century, really effective at preventing truck driver fatigue and reducing potential crashes? Furthermore, will ELD data be effective in providing an answer that allows Congress or the DOT to act on making substantial changes to the rule? Only time will tell.

]]>https://quicktransportsolutions.com/blog/a-closer-look-at-the-history-of-hours-of-service-and-the-latest-eld-mandate-analysis/feed/0The Continuing Evolution Of Vocational Truckshttps://quicktransportsolutions.com/blog/the-continuing-evolution-of-vocational-trucks/
https://quicktransportsolutions.com/blog/the-continuing-evolution-of-vocational-trucks/#respondSat, 05 May 2018 17:40:48 +0000https://quicktransportsolutions.com/blog/?p=1738When it comes to commercial motor vehicle operation, vocational trucks often have the hardest jobs. Fleets of this type face the same challenges as OTR fleets, but they also have unique needs, resulting from operating in harsh environments and under tough conditions. As a result, OEMs are turning towards new technologies and options. Fleets need to ensure they remain efficient and profitable as vocational truck needs change and manufacturers are answering the call.

One such example is the range of new engine technologies that allow snow plow trucks to operate in the extreme wintery conditions we see today. Even more, with the oncoming push for semi-autonomous and connected vehicles, some wonder where that leaves vocational trucks. While others rightfully assume that OTR fleets will see the first major innovations in vehicle-to-vehicle communication technology, it may be vocational trucks that start to see the first real-world tests come to fruition.

Volvo, for instance, recently posited that the first semi-autonomous vehicles released for public consumption may be garbage trucks that operate within residential neighborhoods. Driving on known routes within neighborhoods, picking up refuse containers that are set at predetermined locations, provides the perfect testbed for vocational trucks with a specific job description.

Motor carriers operating within a vocational capacity have begun turning to established technologies to help them increase the positive impact on their bottom line and increase productivity. Let’s take a closer look at how the field is changing with the times.

How Vocational Tractors are Getting Safer

The first area vocational manufacturers are setting their sights on is the realm of safety. While OTR motor carriers are well acquainted with advanced safety systems, vocational trucks may need them more than anyone.

Take concrete mixing trucks as one example. These vehicles often spend a lot of their operational time working around passenger cars in the dead of night. With urban areas more congested than ever, concrete mixer trucks combined with less experienced truck drivers can be a deadly mix. For this reason, many companies who operate these types of commercial motor vehicles are turning to advanced safety systems to prevent the worst from happening.

Companies operating concrete mixers, refuse trucks, large utility vehicles and more, are looking at everything from active driving technologies to tire pressure management systems. Some advanced safety systems you may have never heard of are even working their way into the trucking lexicon, such as human detection systems. This technology is vital for commercial motor vehicles working on crowded jobsites or in residential areas.

Still, this doesn’t mean that motor carriers are successfully obtaining the technologies they need to increase their vehicle’s overall level of operational safety. Although vocational trucks are evolving with the times, OEMs aren’t always able to spec advanced safety technologies.

OEMs themselves report getting more requests for safety technologies by the day, especially in the medium-duty trucking space. This should not be a surprise, considering vocational trucks work in fast-paced environments with unique challenges.

While it may be hard for a company to figure out how an accident that doesn’t occur impacts their overall profitability, it is a lot easier to see how accidents that do happen harms their bottom line. From missed work, to increased healthcare and ballooning insurance costs, decreasing the chance of an accident from occurring should be every fleet’s top priority, vocational or not.

Safety and Comfort Technology for Vocational Truckers

As trucking technology improves over time, motor carriers find it increasingly easier to justify the acquisition costs associated with advanced safety technologies. And this shift goes beyond what’s happening when the truck driver is operating the vehicle. Ensuring the safety and health of the truck driver themselves is also paramount.

Whether trucking companies are looking to increase their use of step heights and more stable surfaces or grab handles and better lighting, keeping truck drivers happy, safe, and comfortable is at the front of every fleet manager’s mind, and the same holds true for vocational truck drivers. Just consider for a moment how often a vocational trucker gets in and out of their vehicle, and in many cases in poor weather conditions.

Vocational truck driver injuries almost always can be traced back to knees and shoulders. Thus, investing in ergonomic and comfort safety technologies can be a make-or-break proposition, especially in the age of the never-ending truck driver employment squeeze.

Even under-the-hood technologies can have a huge impact on a vocational truck driver’s overall level of health and comfort. Vocational trucks with manual transmissions often result in vocational truck drivers having to maintain constant pressure on the clutch pedal, which puts a lot of strain on their left knee. Moving to automated or automated manual transmissions could result in fleets seeing their healthcare costs drop by large amounts.

How Automatic and Automated Manual Transmissions Make an Impact

Beyond easing pressure on a vocational truck driver’s knees and other joints, automatic and automated manual transmissions are making a big impact across the vocational spectrum. It is no secret that manual transmissions are witnessing a decline in their overall popularity. Many medium-duty applications practically require automatic transmissions.

One area where these transmissions make a big difference is in the training of less-experienced truck drivers. New vocational operators can get behind the wheel and safely begin getting the job done with a far lower learning curve when their vehicle is equipped with an automatic or automated manual transmission.

Yet, the benefits don’t stop at new truckers. Experienced truck drivers also enjoy the convenience and additional safety benefits of operating with an automatic or automated manual transmission, if for nothing else than that it allows them to focus on safe driving techniques without having to worry about shifting. Shifting a commercial vehicle can also be closely associated with truck driver fatigued, which is reduced when truck drivers don’t have to be overly concerned about it.

Maintenance costs also tend to drop when vocational fleets shift away from manual transmission technologies. As new truck drivers attempt to learn on manual trucks, burned out clutches and broken axles become a greater problem. Although there are upcharges associated with spec’ing these technologies, fleet managers can typically justify the spend by pointing to decreased maintenance and healthcare costs. Over the long term, automatic and automated manual transmissions pay for themselves.

A short decade ago, many a vocational fleet manager would have scoffed at the idea of automatic or automated manual transmissions making their way into severe-duty commercial motor vehicles, yet the value proposition of spec’ing these technologies has increased dramatically in a short period of time. They are more resilient than many think and typically result in low maintenance costs.

The Evolution of the Engine

Vocational trucks operate within a specialized environment. Fleets utilizing vocational trucks need maximize their truck’s overall payload capacity, improve fuel performance, and keep sustainability concerns in mind. With all that to think about, fleet managers are turning to the engine for better results.

The duty cycle of vocational trucks must be kept in careful consideration when deciding on engine technology and displacement. Certain levels of horsepower/displacement combinations may work with vocational applications, but will the engine remain resilient over the long term? Although you may be able to get 300 hp out of an 8-liter engine, difficult operating conditions may require a higher displacement for the engine to stay operational over a long period of time.

It must be remembered that there is no one-size-fits-all engine for all vocational applications. Still, many medium- and small-duty trucking fleets are moving away from diesel engines towards gasoline-powered varieties. Gasoline engines can be operated successfully and with lower emissions equipment requirements and maintenance costs.

Alternative fuel options such as propane and natural gas are even seeing greater adoption by vocational fleets. With a lower environmental footprint and operational cost, natural gas-powered vocational trucks come with a far higher value proposition for fleets working within vocational operation capacities.

Even electric drivetrains are seeing increased uptake in vocational operations. With electric cars making inroads by the droves, electric vocational trucks are not far behind, with vocational applications no exception. With minimal moving parts and lower maintenance costs, electric spec’ing has moved from the realm of science fiction into the reality of science fact.

As battery technology improves, companies operating in the vocational environment can scale up without problems. Longer-lasting batteries and advanced software systems are reshaping the vocational trucking landscape.

The fact is, trucking companies operating within a vocational capacity have specific needs and requirements. When a commercial motor vehicle operates in a difficult, crowded, and potentially dangerous environment, it should be no surprise that trucking companies are looking for better ways to give their company an edge while still focusing on truck driver and vehicle safety.

As modern trucking technology evolves, it isn’t just OTR and regional trucking companies that benefit from new applications. Vocational fleets also need new ways to increase profitability while improving safety and efficiency. The evolution of the vocational application is providing them with just that.

]]>https://quicktransportsolutions.com/blog/the-continuing-evolution-of-vocational-trucks/feed/0Preparing Your Fleet For Last-Mile Logisticshttps://quicktransportsolutions.com/blog/preparing-your-fleet-for-last-mile-logistics/
https://quicktransportsolutions.com/blog/preparing-your-fleet-for-last-mile-logistics/#respondTue, 01 May 2018 00:59:01 +0000https://quicktransportsolutions.com/blog/?p=1733There is a boom happening in the trucking industry, and it lies within the last-mile logistics sector. As more and more consumers turn to the internet to bring products into their home, last-mile logistics is becoming ever more important. For many trucking companies, they still aren’t sure how this will all pan out. Something as simple as liftgate technology can make or break whether a small last-mile operator makes it or breaks it in the world of trucking.

Digging deeper into the numbers, it isn’t hard to see how obvious this trend has become. A recent study revealed that as of now, many Americans prefer online shopping. E-commerce transactions are growing 23% every year. Experts predict this trend will only accelerate as the years go by. The fact is, consumers are embracing omnichannel shopping to get what they need without having to travel far to get it.

What does this mean for trucking companies? It means that many smaller, regional, and even larger players will have to look to last-mile logistics when it comes to ensuring they are meeting the requirements of their bottom line.

Last-mile logistics are defined as the final steps in the process of delivering the customer’s shipment from the distribution center or traditional store to their doorstep. The second-to-last destination could be an office, regional store, or otherwise. As we have seen with Amazon’s recent purchase of Whole Foods, these last-mile deliveries will become even more important.

Logistical Problems Associated with the Last Mile

While some view the last-mile to only include smaller purchases, these can also apply to larger items, such as furniture or appliances, as many of these items are increasingly being ordered online as well. This rapid change in the way business gets done presents both challenges and opportunities for retailers. Whether you are operating a regional, LTL or truckload fleet, there are major considerations when it comes to last-mile delivery.

One of the major issues with last-mile delivery lies in the fact that it is incredibly difficult for a Class 8 commercial motor vehicle to deliver a package into a residential area never designed to accommodate said vehicles. There are many obstacles that trucking companies must deal with when delivering to that last mile, from narrow streets with big trees to low power lines. Truck drivers must deal with many obstacles when traversing the last-mile, so their commercial motor vehicles must be spec’d to handle the obstacles.

Many trucking companies are overcoming these obstacles and responding to the demands by adding smaller tucks and new accessories to their fleets. New technologies can be designed to meet these challenges. Companies are also experimenting with “hubs”, which are essentially on-demand way-stations ready for whatever new order may come through from the customer.

Companies that manufacture trucking accessories and add-ons are also getting into the business. Since there has been such an increase in last-mile deliveries, these companies are responding to the increased demand in ways they never have before. Take liftgates as just one example.

How Liftgates are Evolving

Liftgates allow truck drivers to make deliveries in areas that do not have a standard dock. If you are a truck driver operating from dock-to-dock, the method of delivery is quite simple. You drive in, a forklift grabs your cargo, and you drive out. Conversely, if you are a truck driver delivering a washer to someone’s house, you need to get it to the ground, onto a dolly, and into the customer’s house. Manufacturers are increasingly responding to this need.

Liftgates are undergoing a massive level of innovation to account for these needs. In fact, 20 years ago liftgates were barely a blip on trucking’s radar. Yet, liftgate use across the industry has exploded, and for many reasons. Increased demand and innovation requirements mean trucking companies are looking for more. To make it to the last-mile on the customer’s doorstep, they need three things:

Reliability

Performance

Safety

At the end of the day, a liftgate is nothing more than a work tool. It is required for a fleet to make a certain type of delivery, and, as a result, it needs to conform to the needs of the fleet, whatever those may be.

How well a liftgate performs is important because truckers need to make these deliveries as quickly and efficiently as possible. Safety comes into play because truckers and bystanders need to make sure their safety is kept in mind when work is being handled around the truck, including with the liftgate. Considering a liftgate is an active device that sits on the back of a truck, safety must be a primary consideration.

Why Galvanized Steel is so Important

Yet, will a liftgate last as long as the truck it is attached to? Commercial motor vehicles typically can find themselves on our nation’s roads for anywhere from 10 to 12 years. Will a liftgate attached to them last equally as long? The question has been raised and OEMs are answering.

Many liftgates manufactured today utilize galvanized steel in their construction, which can keep them sound for far longer than 10 to 12 years. Indeed, in many cases, new liftgates can outlive the tractors they are built onto. Still, the liftgate itself is not the only piece. There are also bearings, bushings, and other components that must stand the test of time.

Consider that painted steel begins to corrode within two years and you can see why galvanized steel is so important. When steel is galvanized, it can keep a liftgate operational and free of potential problems for up to 20 years or even longer.

Still, other manufacturers are looking to aluminum as another answer. Did you know that today nearly a third of liftgates are constructed out of aluminum? Not only is this metal more lightweight, but it is also easier to operate and is more corrosion resistant. The only downfall? It is certainly more expensive than steel.

Addressing Power Issues

One of the issues related to powered liftgates lies in how they are powered. When a trailer is spec’d with a liftgate, in many cases a dead battery is the problem. When a trucking company is trying to get that washer delivered quickly, this can be an unacceptable situation.

A liftgate can consume a lot of power, especially when taking into account the type of freight it is designed to both raise and lift. This problem is exasperated if a trucking company is operating in a state where there are no-idle laws in place. If a trucking company isn’t careful, a liftgate can quickly drain a battery and leave the tractor stranded in the neighborhood. So, how does a trucking company get around this problem?

A smart control system is a great start. When you have a smart system controlling battery drain, you can prevent your entire chassis from unexpectedly shutting down. Just imagine if you are running through 25 cycles a day on a single chassis battery. You will go through batteries very quickly at that rate.

This is where dedicated batteries come into play. Even a charge boosting system would work quite well. The last thing you want to do is kill you commercial motor vehicle’s battery far before its due date. A charge boosting system will prevent this from happening.

Considering the Application

It is also important to think about the type of work your liftgate will be doing. Are you doing mostly drop offs? If so, the liftgate will use very little power. But if you are both dropping off and picking up, you may be using far more power than expected. A few thousand pounds in a single cycle can present a major problem without a significant back-up source.

There are multiple ways to deal with the additional power load. Some motor carriers are experimenting with solar power as a way to deal with the problem. A single cable that runs from panels on the top of the trailer through the battery and to the liftgate can alleviate this problem. Even when a trailer is detached from the tractor, a solar-powered solution can keep the liftgate operating under normal conditions.

Power systems and power inverters also offer another option. It is important that trucking operators take voltage conversion into account when using such systems, however. Power connections will have to be closely monitored to ensure there are no spikes that will damage vital equipment.

With Safety in Mind

Finally, safety must be your most important consideration. Using liftgates improperly can result in serious injuries. In busy urban areas, this issue is made even worse. Operational controls must be put into place to ensure truck drivers don’t get a hand, finger or foot caught within the lift gate mechanism.

Have you considered putting flashing LED lights on your liftgate mechanism? Do you have enough traction on the liftgate to ensure your truck driver does not slip and fall during operation?

The fact is, last-mile delivery requires an entirely new set of ideas, and liftgates and tractor modifications can mean the difference between efficiency, safety, performance, and poor operation.

]]>https://quicktransportsolutions.com/blog/preparing-your-fleet-for-last-mile-logistics/feed/0What You Need To Know About Freight Factoringhttps://quicktransportsolutions.com/blog/what-you-need-to-know-about-freight-factoring/
https://quicktransportsolutions.com/blog/what-you-need-to-know-about-freight-factoring/#respondFri, 27 Apr 2018 20:36:27 +0000https://quicktransportsolutions.com/blog/?p=1730Freight factoring, also known as “trucking factoring,” represents a form of invoicing and paying for freight that provides trucking companies with a way to turn invoices that have not yet been paid into profit for the company. This also works for the owner-operator model. Freight factoring represents a common way for motor carriers or trucking operators to plug cash flow gaps while they wait for shippers and freight brokers to pay the bill.

There are specific freight factoring companies who handle invoices in this manner. As an example, a freight factoring operator may handle tens of thousands of dollars in invoices per month and advance 90% of the money collected within those invoices. The rates they collect in return can run anywhere from 1 – 4% of the total cost of the invoices they pay out. This is different from a straight bank loan, which would charge an interest rate, as opposed to a percentage of the invoice total. To put it in more simple terms, freight factoring represents the process by with accounts receivable invoices are provided to the company at a discounted price.

Basically, the freight factoring company pays the trucking company an advance and then waits to be compensated by the shipper or freight broker who needs to pay the invoice. In most cases, the freight factoring company will also handle collecting from the clients. As a result, the trucking company does not have to deal with the stress of figuring out when they will be paid. This allows the trucking company to both streamline their cash flow while at the same time not having to deal with clients who are taking their time paying an outstanding invoice. Yet, this is not always the case, as we will learn more about in the next section.

Freight Factoring by Type

If you are a trucking company who is looking into freight factoring because you are tired of bumping up against the 30-day payment limit from the shipper or broker then make sure you understand the different types of freight factoring. There are two different types of freight factoring, recourse and non-recourse factoring. But what’s the difference?

Recourse freight factoring refers to instances where a trucking company will sell their invoices to a freight factoring company that then pays the trucking company after the load has been delivered. In these cases, the days it takes for the operator to get paid may vary. The distinctive factor in recourse factoring is that the trucking company is responsible for collecting on the invoice. Recourse factoring is higher risk to the freight factoring provider because they must rely on a trucking company to collect on an invoice they have already been paid on.

For smaller trucking operators and owner-operators, recourse factoring represents a riskier proposition because if the trucking company cannot collect on the invoice, they are liable to the factoring company for the money that was paid out, and in some cases, fees may apply. This scenario could put a business at risk for a potential loss should invoices not get paid on time.

In non-recourse freight factoring, the opposite is true. When invoices are sold to the factoring company, the trucking company is not on the hook to collect from those clients. The factoring company pays you after the load is hauled and they assume the risk in the event the invoice is not paid up. Because this puts the higher level of risk on the factoring company, in many cases, a non-recourse factoring rate is slightly higher.

Small trucking companies and owner-operators typically look to non-recourse factoring as the most desirable option since the burden to collect is placed on the factoring provider. This avoids revenue-loss issues if there are collection complications. This way the company can focus on what they do best. Hauling the loads and getting freight from Point A to Point B.

Benefits for Different Size Operators

Freight factoring offers different types of benefits depending on the size of the operator working within the freight factoring framework. For small trucking companies or owner-operators, they can take on additional work without having to worry about whether that last invoice is going to get paid. For larger trucking companies, they can prevent interruptions in their cash flow operations.

Some businesses suffer from not being what are considered “prime borrowers.” Freight factoring eliminates this hurdle by letting trucking companies have their customers be judged based on their creditworthiness, rather than the trucking company itself.

Of course, neither small or large operators will get paid the entire invoice at once. As we mentioned before, the freight factoring operator will typically pay out 80 – 90% of the invoice’s value, then pay the remaining balance, minus their fee for the front, once the invoice has been paid by the customer.

Freight factoring terms and conditions will also typically be different depending on how much invoice factoring an operator needs. Freight factoring entities generally cater to operators of a particular size. If a larger trucking company wants $40,000 or more of factoring per month, they will generally seek different partners than a small owner-operator or trucking company that is doing business that requires less than $25,000 a month in factoring assistance.

What Fees are Associated with Freight Factoring?

Freight factoring companies charge different levels of fees depending on the company. Still, there are generally accepted and known levels of fees that trucking companies can expect when working with a freight factoring operator.

There are generally initial setup fees, which vary widely, then a transaction fee for the deposit. If the deposit is straight into a company bank account, fees are usually around $10. For wire transfers that occur on a per-transaction basis, fees generally run between $15 and $30.

The factoring company will also want to do a credit check on the client in question, which may carry a fee. There will also be a fee per invoice factored and then finally, a minimal commitment fee. Freight factoring companies will generally want to have a certain amount of invoice factoring committed, perhaps $10,000 or $20,000 for a smaller operator or more for larger companies.

While some freight factoring companies charge a termination fee if the trucking company no longer wants to work with them, not all do. For those that do charge a termination fee, costs can range anywhere from $500 to up to $1,000.

Qualifying for Freight Factoring

One of the great things about freight factoring is that it is a lot easier to qualify for than if you are trying to get a traditional business loan from a bank or some other type of long-term financing. When it comes to freight factoring, you don’t have to worry about whether you are a prime borrower or not. The reason for this lies in the fact that the factoring provider is more interested in the credit of your customer, rather than your credit. Your customer will have to repay the loan, after all. Still, trucking operators themselves must still go through a bit of a background check when signing up with a freight factoring company. Fortunately, the requirements are generally nominal. A business would need a decent credit score, a specific number of at least 530 or above, invoices that are outstanding at least to 90 days, and have been in business for 3 – 6+ months.

Larger trucking companies who want to factor tens of thousands of dollars at a time, which equates to a more long-term partnership, requires customers who are creditworthy – with a potential credit score being pulled – invoices outstanding out to 90 days, and at least two years or more of business history.

The costs associated with freight factoring generally depends on how long it takes the customer to repay the invoice. The freight factoring company may charge per week or per month that the invoice remains outstanding if it is a recourse factoring contract. This also varies based on the size of the company partnering with the freight factoring provider.

The higher the volume of freight being factored, there could also be additional fees. Some freight factoring providers charge one-time origination fees of up to $500 depending on the minimum requirements for them to factor your company’s freight.

Contract or spot factoring refers to a type of factoring that gives you flexibility to choose which invoices you factor. These situations require pretty high minimum requirements, $20,000 – $30,000 or more, and are mostly used by large trucking companies.

The bottom line is that freight factoring may be a good option for your business whether you are a large trucking company or a small owner-operator. Whether you need to utilize it to cover cash flow gaps or take on more contracts, projects, or clients, it can be a very helpful way to scale your business without having to worry about which of your customers are coming through on their invoicing commitments.

Still, the right type of factoring depends on the size of your business. We hope this blog post has helped inform your decision on the type of factoring that is right for you.

]]>https://quicktransportsolutions.com/blog/what-you-need-to-know-about-freight-factoring/feed/0Keeping Truck Drivers In Mind Series: Part II – Truck Driver Traininghttps://quicktransportsolutions.com/blog/keeping-truck-drivers-in-mind-series-part-ii-truck-driver-training/
https://quicktransportsolutions.com/blog/keeping-truck-drivers-in-mind-series-part-ii-truck-driver-training/#respondTue, 24 Apr 2018 05:28:47 +0000https://quicktransportsolutions.com/blog/?p=1726In Part II of our series on keeping your truck drivers in mind, we wanted to take a closer look at how you are training your truck drivers. How you train your truck drivers is just as important as how you communicate with them.

They say perception is reality, and how your truck drivers perceive you are training and communicating with them can be just as concrete as what you are actually doing. Do your truckers feel valued? Do they feel appreciated as career professionals? The best motor carriers go far beyond simple truck driver training, they also help their employees improve their skills.

Fortunately, technology increasingly plays a role in ensuring trucking companies are properly training their people. By utilizing technology, motor carriers can help pull all the disparate pieces of training and development together to ensure their truck drivers are the best of the best. When it comes to hiring and retaining truck drivers, you’ve got to make sure your training and communication endeavors are firing on all cylinders.

Is your fleet doing its best to interact positively with its truck drivers? More importantly, are your trainers properly delivering a method of communication that gets across to them that the fleet cares not only about how they are getting paid, but their overall wellbeing? Most fleets have a training manager, but do they have a retention manager? In many cases that answer is no.

When it comes to retaining truck drivers, the responsibility generally falls upon the operations side. Many think that a truck driver’s direct supervisor also plays a huge role – whether trough action or inaction – in determining whether or not a truck driver remains satisfied in his or her job. Yet, that isn’t always the case.

Different Approaches Based on Experience

Getting deeper into the discussion on how fleets can best interact with their truck drivers, one must look at which truck drivers are seasoned pros, and which are new hires. Experienced truck drivers tend to have the lowest level of turnover; thus, they need to be trained and utilized in a different way than new truck drivers.

Experienced truck drivers often carry a lot of weight with their peers and are leaders among the pack. Never treat veteran truck drivers as though they are fresh out of the gate. When crafting how you uptrain and communicate with experienced truck drivers, realize that you must craft an approach that speaks to them specifically. When you create training, incentive, and reward programs, they must be tailored specifically to the truck drivers in question. Experienced truck drivers respond positively to million-mile incentive programs because they very often have those miles under their belt.

New truck drivers should be given more attention than the seasoned professionals. When it comes to operating a Class 8 commercial motor vehicle, they will need a lot of safety training immediately, with operational, dispatch, ELD, and other forms of training soon to follow. Many fleets require their new truck drivers to watch a certain amount of training and safety videos during orientation.

From Hands-On to Online

Many fleets are moving their training and communication efforts from a hands-on approach to a technological approach, whether it be through video or other web-based technologies. Motor carriers now have the capability, whether in-house or outsourced, to create training modules that can be accessed from wherever the truck driver is. Web-based modules offer a level of training and communication integration that the truck drivers of yesteryear could only dream of.

Some outsourcing training operators even offer truck driving simulators, where new truckers can actually simulate driving a Class 8 vehicle in specific situations. Imagine being able to put a new tuck driver in a simulator that provides them with real-time winter-like driving conditions.

There have even been test groups where control groups were used to study whether simulator training was effective and found that the close monitoring of both the simulation and classroom results found that simulator training was quite effective in shaping how truck drivers react to real world scenarios.

After the simulation, truck drivers can be tested on specific aspects of the scenario. For experienced truck drivers, you can even have them do once-a-year testing to double check their skills or provide them with new scenarios to learn. In many cases, experienced truck drivers find these simulations to be quite fun.

Training simulation and digital training modules can also be connected to sensors and video cameras installed on the trucks. This way the training can be customer-tailored to the needs of the truck drivers themselves. Are you finding a certain truck driver is tending to speed or commits illegal lane changes? Why not tailor your training simulation or web-based module to address that specific need?

Combining the Best Strategies

The fact is this: good communication and comprehensive training should be linked together. When a company provides interactive self-study modules, truck drivers are better placed to learn because they are receiving the information in a less-disruptive way.

Still, online training and connected technologies may represent a brave new way of addressing truck driver training needs, you still need coaching and mentoring to supplement what you are doing on the training and communication side. Do you have experienced truckers mentoring your new truck drivers? Furthermore, are you using classroom and physical lesson components to supplement your online and web-based initiatives? You will need a library of content that applies to truck drivers in almost every situation.

Does your training program address more than simply driving a vehicle? Consider that your truck drivers will have to work with new technologies that they may not already be familiar with. They will also need to comply with new regulatory requirements. If they are out on the road and wind up facing a roadside inspection, how will they handle it?

This is where the benefits of in-cab training come into play. In-cab training and coaching provides a level of empowerment to your truck drivers, making them feel as though they are a part of the solution. It also provides gentle coaching while helping your fleet increase its fuel efficiency. Systems like these work by providing tones or alerts when a truck driver goes out of optimal fuel range or engages in a behavior that is counter to what they should be doing while operating the vehicle.

A lot of these systems also employ machine learning, so once a system is installed on a particular vehicle, it can follow and learn that truck driver’s specific behaviors and fine-tune its training to address those behaviors. It can even consider specific engine and truck types when addressing how to coach the truck driver. And since the operator is getting feedback from a machine, the method of delivery is completely neutral. There is no way a machine can come off as condescending.

Technology also provides a motor carrier with a common denominator. There are no gray areas. You know exactly what you are getting when you choose to go with a technological training solution. Why take a chance when you can use methods that won’t leave you wondering about whether they are effective or not. Many companies and outsourcers exist to help your fleet make the transition into a technological training and development solution.

The idea, in using these technologies, is to coach your truck drivers on what they are doing right or wrong without making them feel isolated or spoken down to. By utilizing technology, whether it be a simulator or in-cab training device, you can take out the prospect of needlessly upsetting your truck drivers simply because you have not taken the right approach. Speaking of the right approach…

Keeping the Right Attitude

More than anything, whether your truck driver is brand new or has years under their belt, you want to make sure you are communicating in such a way that doesn’t make them feel like they are being talked down. You don’t want to come off as condescending or treating your truck drivers as though they are not aware of something they should be aware of.

You will always get a more positive response from your truck drivers when you address them positively and in a constructive fashion. No one likes criticism or being told they are doing something wrong, but it is all about the method of delivery. If you are letting your people know that they are valued in a positive way, they will respond more positively to your feedback, thus creating better results for everyone.

Of course, training and how you approach coaching may not work on everyone within the organization, but it will go a long way to ensuring that you are covering all your bases. The best way to attract and retain the best people is to have a good organization in place. Are you doing everything you can where recruiting, retention and training are concerned? If not, you may not be doing enough.